WO2019096478A1

WO2019096478A1 - Transmission and electric drive system having a transmission

Info

Publication number: WO2019096478A1
Application number: PCT/EP2018/076008
Authority: WO
Inventors: Theodor Gassmann; Jan Haupt; Dirk GÜTH
Original assignee: Gkn Automotive Ltd.
Priority date: 2017-11-17
Filing date: 2018-09-25
Publication date: 2019-05-23
Also published as: DE102017127146B3; CN111344179A

Abstract

The invention relates to a transmission for a drive train of a motor vehicle, comprising: a crown gear assembly (4), which has a first crown gear (19), which can be rotationally driven about an axis of rotation (B) by a drive source, a second crown gear (20), which is rotatably arranged coaxial to the first crown gear (19), a plurality of cylindrical gears (22), which are in tooth engagement with the first crown gear (19) and the second crown gear (20), and a carrier element (23), on which the cylindrical gears (22) are rotatably mounted and which can be rotationally driven about the axis of rotation (B) in order to transfer torque to a downstream drive unit (9); a first clutch (43) for selectively connecting the second crown gear (20) to a stationary component (17) with respect to driving; and a second clutch (44) for selectively connecting two of the three elements (19, 20, 23) of the crown gear assembly (4) with respect to driving; wherein a first transmission ratio (i1) and a second transmission ratio (i2) between the first crown gear (19) and the carrier element (23) can be set by switching the first and the second clutches (43, 44) accordingly.

Description

Manual transmission and electric drive with a manual transmission

description

The invention relates to a transmission for a motor vehicle drive train and an electric drive with such a transmission.

Manual transmissions are used for example in electric drives to drive an electric motor-driven axle of the motor vehicle with different Drehzahlbe rich can. In this case, a manual transmission usually comprises a dre drivable drive shaft, an output shaft and two switching stages. By appropriate design of torque transmitting members of the shift stages torque can be transmitted from the drive shaft to the output shaft with different gear ratios. The electric drive can serve as the sole drive for the motor vehicle or it can additionally be provided a main drive, such as an internal combustion engine. In this case, the electric drive and the internal combustion engine can individually or together superimposed drive the motor vehicle.

An electric drive usually includes an electric machine and a nachge overlaid reducer that translates a rotary motion from fast to slow. From the reducer, the torque is transmitted to the drive train of the motor vehicle, for example, on a reduction gear in the torque flow downstream differential gear. A differential gear can divide a turned-torque on two output shafts, which have an equal effect with each other. From WO 2017/148501 A1, a manual transmission for the drive train of a motor vehicle is known. The transmission comprises a drive shaft, a drive shaft from a first shift stage, a second shift stage and a clutch which is convertible into three clutch positions to connect the drive shaft and the output shaft selectively via the first shift stage or the second shift stage with each other drivingly larly or from each other to decouple, as well as an actuator assembly for actuating the clutch. From WO 2012/007031 A1 an electric drive for a motor vehicle is known, which comprises an electric motor and a gear unit. The transmission unit has a planetary gear and a differential gear, which are arranged coaxially with each other. It is a clutch provided, which can be converted into three switching positions, namely two different switching stages and a neutral position.

From WO 2017/157479 A1 an electric drive with an electric machine, a gear unit and a double clutch unit is known. The Doppelkupp treatment unit comprises a clutch drum rotatably driven by the gear unit and two disk packs, which are actuated separately by means of respective actuators to transmit torque to a respective side shaft.

From DE 10 2014 117 570 A1 an electric drive for driving a motor vehicle is known, comprising an electric machine, a transmission gear and a differential gear. The transmission gear includes a crown gear which is connected to a drive pinion for driving the differential gear.

From DE 10 2006 010 891 B3 a double differential arrangement with a first differential gear in the form of a crown gear differential and a second differential gear arranged within the first differential gear is known.

Known two-speed gearboxes for electric drives require a relatively large amount of space and include many parts, so that a manufacturing and assembly relatively is expensive. In addition, known two-speed gearboxes are limited in terms of reaching to gear ratio ratios. Especially for 48V systems, a two-speed gearbox can improve system performance and CO 2 reduction.

The present invention has for its object to provide a transmission, in particular for an electric drive, which is compact and simple, and has the largest possible spread ratio. Next, the task is to propose an electric drive with such a transmission, which has a structurally simple structure and allows the largest possible translation into the slow.

To solve a manual transmission for a drive train of a motor vehicle is proposed, comprising: a crown wheel assembly with a first crown gear, which is rotatably driven by a drive source about a rotational axis, a second crown gear, which is arranged coaxially rotatable with the first crown gear, a plurality of spur gears , which are in engagement engagement with the first crown gear and the second crown gear, and a support member on which the spur gears are rotatably mounted and which is rotatably driven about the rotation axis to transmit torque to a drive unit to the rear; and also a first clutch for selec tive drivingly connecting the second crown gear against a ortsfes th component; a second clutch for selectively drivingly connecting one of the first crown gear, second crown gear and carrier member to another of the first crown gear, second crown gear and carrier member; wherein in the coupling mode of the first clutch and decoupling mode of the second clutch, a first transmission ratio (i1) is formed between the first crown gear and the carrier element; and wherein in the decoupling mode of the first clutch and coupling mode of the second clutch, a second transmission ratio (i2) between the first crown gear and the carrier element is formed.

One advantage is that the gearbox is technically simple due to the crown gear arrangement, very compact builds and large gear ratios made light. By means of the clutches can be realized two gears with different translation ratios and optionally a neutral position, if both Clutches are open. The first clutch is configured to support an arrangement in the crown gear introduced torque as needed. The second clutch is configured to adjust or vary a degree of freedom of the crown gear arrangement. That is, by means of the second clutch, two of the three members of the crown gear assembly can be drivingly interconnected or separated as needed. According to a possible embodiment, a first gear ratio, which is present when the first clutch is closed and the second clutch is opened, are between 1, 8 and 2.2. A second gear ratio applied when the first clutch is opened and the second clutch is closed may be one.

With selective drive connection is in the context of the present Offenba conceptually be encompassed with that the respective first or second Kro nenrad against the respective drive member to be coupled coupled and decoupled from this and / or that the respective crown gear to be connected to each Drive component for variable torque transmission ver can be prevented. The latter option implies that also any intermediate Stel ment between a closed position in which the full torque is transmitted, and an open position in which no torque is transmitted, is adjustable. Such a variable torque transmission can be realized for example with a controllable friction clutch. A pure on / off clutch can be realized in example with a positive or overrunning clutch.

The diameters of the two crown wheels can be designed in the context of technically reasonable limits to the requirements of the gearbox with respect to the desired ratio for the first or second gear. In this case, a first possibility lies in the fact that the first crown gear and the second crown gear have the same average gear radius. This would be the first translation ratio (first gear) two and the second gear ratio (second gear) one. Alternatively, the first and second crown gears may have different average gear diameters. In particular, the toothing diameters may deviate upwards and downwards by up to 10%, that is, the diameter of the second crown wheel may be between 0.9 and 1.1 times the diameter of the first crown gear amount. It follows, depending on kon kretem diameter, a first gear ratio for the crown gear, which can be between 1, 8 and 2.2.

According to one embodiment, the first crown gear is rotatably driven by a driving gear connected thereto. For a compact arrangement, the crown wheel assembly can be integrated in the drive gear. The drive gear may for example be arranged coaxially to the downstream drive unit, or it may be fixedly connected to an intermediate shaft, which is offset from the axis of rotation of the downstream drive unit. The downstream drive unit can be any torque-transmitting unit in the drive train, for example, a power branching unit, which can transmit an initiated rotary motion to several out gang parts.

The first clutch is configured to rotatably connect the first crown gear with a fixed construction part or support an introduced into the crown gear rotation moment. In this case, the realizable by means of the first clutch rotationally fixed connection or support between crown gear and stationary component directly or indirectly via one or more intermediate ele ments take place, for example via a hollow shaft which is supportable or supported against the stationary component in rotation. The stationary component can be any component with which the crown gear can be rotatably connected relationship, at which a torque can be supported, for example, a housing part of the gearbox or a component firmly connected thereto.

The second clutch is configured to couple a member of Kronenradanordnung, that is, first crown gear, second crown gear or carrier element, at least indirectly with egg nem other of said members of the crown gear arrangement relationship, decouple from this. In the fully closed state of the second clutch relative rotational movement between the links of Kronenradan order is suppressed, so that all members of the crown gear, that is first crown gear, second crown gear and carrier element en bloc rotate about the axis of rotation. For the specific embodiment or arrangement, there are three possi possibilities, first, that the coupling between the two crown gears is effectively arranged, second, that the coupling between the first crown gear and the T rägerelement is effectively arranged and, third, that the coupling between the second crown gear and the carrier element is arranged effectively. If a load switchability is to be given, the second clutch is preferably designed as a friction clutch. It is understood, however, that other coupling forms are thinking bar, such as a form-locking coupling.

The first clutch and the second clutch may be configured as a clutch unit, for example in the form of a clutch assembly. The Schaltkupp ment arrangement is convertible by means of an actuator in three switching positions, a first in which the first clutch is actuated, a second, in which the second clutch is actuated, and a third, in which both clutches are open. Alternatively, the couplings can also be separately controlled or spatially separated from each other ge. Depending on the technical requirements, the first and / or second clutch can each be designed as an overrunning clutch, positive clutch, synchro clutch or friction clutch.

For a distribution of outgoing from the gearbox rotational movement on two Se tenwellen various configurations are possible.

After a first possibility, the drive element of the crown gear driven drive unit may be designed as a differential gear that divides a eingelei ended rotational movement of a differential input part on two differential output parts. The two output parts of the differential gear have a balancing effect among each other, that is, the one turns faster, the other turns accordingly slower, and vice versa. For a compact design, the Kro nenradanordnung can be arranged coaxially to the differential gear, wherein the support part of the crown gear assembly is connected to the differential input part to rotate in common with this about a rotation axis. In particular, it can be seen easily that the crown gear coaxially outside and with axial Überde ckung to the differential gear is arranged, so that an axially particularly compact Design is achieved. It is understood, however, that the crown gear assembly can also be arranged axially adjacent to the differential gear.

According to a second possibility, the drive element driven by the carrier element of the crown wheel arrangement may be a double clutch unit which divides an introduced rotational movement from a clutch input part to two clutch output parts. The dual clutch unit allows variable torque distribution to the two output shafts connected to it. Depending on the driving condition, the torque on the inside or outside of the bend wheel can be adjusted individually, which leads to improved driving dynamics and driving stability overall. This control principle is also referred to as active torque distribution or "torque vectoring". The crown gear arrangement can be arranged in particular pa rallel offset to the dual clutch unit, that is, the Kro nenräder and the support member are rotatably mounted on a rotation axis parallel to the double clutch unit rotation axis. For torque transmission from the crown gear on the dual clutch unit can be provided in particular a inter mediate shaft, which is rotatably connected to the support member of the crown gear and which rotatably drives the Kupplungseingangsteil, for example via a gear pair. The second crown gear may be rotatably connected to a support shaft which extends through a longitudinal bore of the intermediate shaft hindurcher, wherein the support shaft by means of the first coupling selectively rotatably coupled to the stationary component and can be decoupled from the stationary component. In this embodiment, a compact design in particular realized by the who, that the first clutch is designed as overrunning clutch, which supports the support shaft in a first direction of rotation relative to the stationary component in rotation and releases in an opposite second direction of rotation relative to the stationary construction part, so that the support shaft can rotate freely. The overrunning clutch can be designed in particular special lockable. The solution of the above object is further in an electric drive for a motor vehicle, comprising: an electric machine for driving the motor driving stuff; a switching device downstream of the electric machine in the power path gear; a downstream of the transmission in the power path Leistungsverzwei supply unit which is configured to distribute a transmission initiated by the Drehbewe tion to two output parts for driving a respective side wave; wherein the gearbox is designed according to at least one of the above embodiments, wherein the first crown gear of the gearbox is drivingly connected to the electric machine Ma and the carrier element of the gearbox with an input part of the power split unit.

The electrical machine of the electric drive converts energy and can work as a motor or generator. During engine operation, the electric machine converts electrical energy into mechanical energy, so that a drive train of the motor vehicle can be driven. In generator mode, the electric machine converts mechanical energy into electrical energy, which can then be stored in a battery.

In the power path between the electric machine and the crown gear arrangement, a reduction gear can be interposed, which translates a machine initiated by the electrical rotary motion in the slow. Preferred embodiments will be explained below with reference to the drawing figures. Herein shows

Figure 1 schematically shows an electric drive with a Schaltge transmission according to the invention in a first embodiment;

Figure 2 shows the crown gear assembly of the transmission unit of Figure 1 as a detail in

Longitudinal section;

Figure 3 schematically shows an electric drive with a Schaltge transmission according to the invention in a second embodiment;

Figure 4 schematically shows an electric drive with a Schaltge transmission according to the invention in a third embodiment; Figure 5 schematically shows an electric drive with a Schaltge transmission according to the invention in a fourth embodiment;

Figure 6 schematically shows an electric drive with a Schaltge transmission according to the invention in a further embodiment; and

Figure 7 schematically shows an electric drive with a Schaltge transmission according to the invention in a further embodiment.

Figures 1 and 2, which will be described together below, show an inventive transmission 8 in a first embodiment. Here Fi gur 1 shows the manual transmission 8 as part of an electric drive 2 with other components.

The electric drive 2 comprises an electric machine 3, the transmission gear 8 rotatably drives via an optional Re duziergetriebe 7, and a manual transmission

8 downstream drive unit 9, which is designed in the present case in the form of a Leistungsverzwei supply unit. The reduction gear 7 is configured to translate a Drehbe movement from fast to slow. The manual transmission 8 is configured as a two-speed transmission and allows power transmission to the power branching unit 9 with two different transmission ratios. The power split unit 9 is designed in the present embodiment as Dif ferentialgetriebe that transmits an initiated by the transmission 8 torque on two output shafts 5, 6. The manual transmission 8 and the differential gear

9 are arranged coaxially with each other. The electric motor 3 and the differential gear 9 are spaced apart from each other.

The reduction gear 7 is designed in the present embodiment in the form of a two-stage spur gear, without being limited thereto. The spur gear comprises a first spur gear with a first gear 10 and a second gear 1 1 and a second spur gear with a third gear 12 and a fourth gear 13. The second and the third gear 1 1, 12 are on a Between shaft 18 rotatably connected to each other, which is rotatably supported by bearing means in a fixed housing 17. The gear 13 is rotatably connected to a Ge housing 14 to drive this about the rotational axis B rotating. The Ge housing 14 is rotatably supported by bearing means 15, 16 in the stationary housing 17. The first gear 10 has a much smaller diameter or a clotting gere number of teeth than the diameter or the number of teeth of the second gear 1 1, so that a translation is generated in the slow. This also applies to the second gear pair 12, 13. Overall, by this reduction gear 7 is a translation in the slow of up to ten or more realized.

The crown gear assembly 4 comprises a first crown gear 19 which is rotatably connected to the rotatably driven housing 14, a second crown wheel 20, the coaxial xial to the first Crown wheel 19 is rotatably disposed, a plurality of spur gears 22, which are engaged with the first crown gear 19 and the second crown gear 20 in toothing, and a support member 23 on which the spur gears 22 are rotatably mounted. The support member 23 is presently designed in the form of a pin, without being limited up there, which serves as the input part for the downstream Dif ferentialgetriebe 9 simultaneously.

The clutch assembly 42 includes a first clutch 43 for drivingly connecting the second crown gear 20 with the stationary member 17, and a second clutch 44 for drivingly connecting the first crown gear 19 with the second crown gear 20. First and second clutch 43, 44 form a Kupplungsein unit with which three switch positions can be realized.

In the first switching position, the first clutch 43 is closed, so that a torque introduced into the second crown gear 20 via the spur gears 22 is supported on the stationary housing 17. In this switching position, which can also be referred to as Ankoppel mode of the first clutch 43, the second crown gear 20 is stationary, so that the support member 23 rotates with respect to the first crown gear 19 half speed about the rotation axis B. The gear ratio between input part 19 and output part 23 is corresponding to two.

In the second switching position, the first clutch 43 is opened and the second hitch be 44 is closed, so that the first crown gear 19 via the rotationally drivable housing 14 is indirectly coupled to the second crown gear 20 rotatably. For this purpose, a sleeve extension 40 may be provided on the rotatably drivable housing 14, to which a coupling input part 39 of the second clutch 44 is connected. In this second switching position, which can also be characterized as the coupling mode of the second clutch 44, rotate the rotatably driven housing 14, the first crown 19, the second crown gear 20, the spur gear 23 and the associated input part of the differential gear. 9 Thus, there is no translation by the crown gear 4 instead, that is, the transfer ratio between the drive gear 13 and input part of the differential gear 9 is one.

In the third switching position, both clutches 43, 44 are opened, so that the second crown wheel 20 is freely rotatable, both with respect to the first crown gear 19 and with respect to the stationary component 17. In this switching position, which also disconnect mode (disconnect mode), no torque transmission takes place between the side shafts 5, 6 and the electric motor 3. This is necessary, for example, if the motor vehicle has to be towed in the event of a breakdown.

For actuating the two clutches 43, 44, an actuator 41 is provided, which is shown schematically here. The actuator 41 may be arbitrarily designed, example, in the form of a hydraulic, pneumatic, electromechanical or elektagnetic actuator. In the present case, the actuator acts on a switching sleeve 51, which can be moved upon actuation of the actuator 41 in a first direction for closing the first clutch 43 and when actuated in a second direction for closing the second clutch 44. In a neutral position, the shift sleeve is disengaged with the coupling parts. The actuator 41 can be controlled via a central control unit (not shown) as needed. Further details of the crown gear assembly 4 and the Differentialge drive 9 will be apparent from Figure 2. It can be seen that the crown gear assembly 4 and the differential gear 9 are arranged within the rotationally driven housing 14 to or taken in this. The first crown gear 19 is arranged on a side wall 32 of the rotationally drivable housing 14, be drafted as one piece with this, without being limited thereto. The second crown wheel 20 is fixedly connected to a hollow shaft 24, or designed in one piece with this. The second crown gear 20 and the hollow shaft 24 are rotatably supported about the rotational axis B via a thrust bearing 33 and a radial bearing 34 in the rotationally drivable housing 14.

There are two spur gears 22 are provided which are rotatably supported respectively on the support member 23 by means of corresponding bearings 35 about a support axis C and slices 36 are axially supported with respect to this. For this purpose, the carrier element 23, which is designed as a pin in the present embodiment, at a first end a support surface 37 and at the opposite end a groove into which a locking ring 38 engages. The differential gear 9 comprises a differential cage 26 which together with the associated carrier element 23 rotates about the axis of rotation B, a plurality of differential wheels 27 which are rotatably mounted in the differential carrier 26 on the carrier axis C. and rotate together with the support member 23 about the rotation axis B, and two side shaft gears 28, 29, which are each arranged coaxially to the rotation axis B rotatably and with the differential gears 27 in meshing engagement. The differential carrier 26 is axially and radially mounted relative to the side wall 32 via first bearing means and supported axially and radially by second bearing means relative to the hollow shaft 24. In the support member 23 introduced torque is transmitted via the Dif ferentialräder 27 on the two side gears 28, 29, wherein an equal effect between the two sideshaft gears 28, 29 consists. The Be tenwellenräder 28, 29 are in turn rotatably connected to transmit a torque with the associated output shafts 5, 6, which transmit the torque introduced on the wheels of the motor vehicle. In the present embodiment, the two crown gears 19, 20 are the same ge staltet, that is, they have the same mean tooth radius or the same number of teeth. It follows that the first gear ratio between tween the rotatably driven housing 14 and the support member 23 is one (first gear), while the second gear ratio (second gear) carries two be.

Figure 3 shows an inventive transmission 2 in a second embodiment form. This corresponds largely to that of Figures 1 and 2, so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with moving reference numerals as in Figures 1 and 2.

The only difference is that the two crown gears 19, 20 are designed differently in the embodiment of Figure 3. It can be seen that the first crown gear 19 has a larger average gearing radius and accordingly a larger number of teeth than the second crown gear 20. It follows that the first gear ratio (first gear) is correspondingly greater than two, for example up to 2, second The second gear ratio between the rotationally drivable housing 14 and the carrier element 23 is one, as in the above embodiment. A reverse configuration is also possible in which the first crown gear 19 has a smaller average gear radius and correspondingly a smaller number of teeth than the second crown gear 20. From this it would follow correspondingly that the first gear ratio is correspondingly smaller than two, for example, between 2.0 and 1.8.

Figure 4 shows an inventive transmission 2 in a further embodiment form. This largely corresponds to that of Figure 3, so that reference is made to the above description in terms of similarities. The same or corresponding details are provided with the same reference numerals as in Figures 1 to 3. The only difference lies in the design of the clutch assembly 42, wel che in the present embodiment of Figure 4 two controllable Reibungskupp ments 43, 44 includes. The first friction clutch 43 is disposed in the power path between the second crown gear 20 and the stationary housing 17. The second friction clutch 44 is arranged in the power path between the first crown wheel 19, or the housing 14 connected thereto, and the second crown wheel 20.

The friction clutches 43, 44 allow variable torque transmission between the respective coupling parts, which can be adjusted as needed. This allows in particular a circuit under load. The two friction clutches 43, 44 are preferably designed in the form of Reiblamellenkupplungen, each comprising a composite of outer plates and inner plates fins package 45, 46 include. The two friction clutches 43, 44 are disposed coaxially ineinan of. This makes it possible for the coupling part 21, which rotates together with the second crown wheel 20, to form the plate carrier for both clutches, that is to say both for the inner disks of the first friction clutch 43 and for the outer disks of the second friction clutch 44.

For actuating the first friction clutch 43, a first actuating device 49 is provided, which is shown schematically here by a piston. For actuating the second friction clutch 44, a second actuator 50 is vorgese hen, which is also shown schematically by a piston. The two Actuate supply devices 49, 50 may be designed arbitrarily, for example in the form of egg nes hydraulic, pneumatic, electro-mechanical or electromagnetic actuator. The two actuators 49, 50 are controlled via a central control unit (not shown) as needed. By using two friction clutches 43, 44 and two separate actuators 49, 50, the two friction clutches 43, 44 individually, or independently of each other, are controlled. The torque to be transmitted may be variably set depending on the closed position of the respective friction clutch 43, 44 between a closed position in which the full torque is transmitted and an open position in which no torque is transmitted at all. FIG. 5 shows an electric drive 2 in a modified embodiment with a manual transmission 8 according to the invention. The electric drive 2 largely corresponds to the embodiment shown in FIG. 4, and the manual transmission 8 is identical to the manual transmission shown in FIG Commonly referred to the above description. In this case, the same relationship be like each other with the same reference numerals ver see as in Figures 1 to 4. The only difference lies in the design of the reducer 7, which is designed in the present embodiment of Figure 5 in the form of a traction drive. The traction mechanism comprises a driven by the electric motor 3 drive wheel 10, a connected to the rotatable housing 14 driven gear 13 and an endless train medium 25, the torque from the drive wheel 10 transmits to the driven wheel 13. It can be seen that the output gear 13 has a much larger diameter than the drive wheel 10, so that here also a translation into the slow he follows. The traction mechanism can have, for example, a belt or a chain as traction means. Figure 6 shows an inventive transmission 8 in another embodiment form in an electric drive 2. This corresponds in terms of structure and function, in large parts that of Figure 4, so that reference is made to the above description with respect to the common. The same or similar details are provided with the same reference numerals as in FIGS. 1 to 5.

There are an electric machine 3, one of the electric machine 3 in the power path downstream Reduzierstufe 7, the drive with the reduction stage 7 drive-connected transmission 8 and a rotationally driven from the transmission 8 power branching unit 9 recognizable. The power split unit 9 is presently designed as a double clutch unit with two separately controllable Reibungskupplun conditions 52, 53, each of an associated actuator 54, 55 can be actuated. The electric drive 2 is designed to drive a drive axle of a motor vehicle as the sole drive of this drive axle. Another drive axle of the motor vehicle can be driven by a further drive unit with a separate drive source, for example an internal combustion engine. However, there is no mechanical drive connection between the two drive systems vorgese hen. Incidentally, this may also apply to the electric drives shown in FIGS. 1 to 5.

The electric machine 3 comprises a stator and a rotatable rotor for this purpose, which rotatably drives a motor shaft 56 when the electric machine is energized. The rotational movement of the motor shaft 56 is transmitted to the dual clutch unit 9 via the downstream in the power path manual transmission 8. The electric machine 3 is supplied with electric power by a battery (not shown). The electric machine 3 can operate in the engine mode, wherein electrical energy is converted into mechanical energy for driving the drive axle, or in the generator mode, wherein, vice versa, mechanical energy is converted into electrical energy, which can then be stored in the battery. The electric drive 2 further comprises a housing arrangement 57, in which the electric machine 3, the reduction stage 7, the manual transmission 8 and the dual clutch unit 9 are arranged.

The reduction stage 7 translates a rotary motion introduced by the motor shaft 56 from fast to slow. Thus, the rotational speed of the input part 14 of the gearbox 8 is only a fraction of the rotational speed of the motor shaft 56 of the electric machine 3. The dual clutch unit 9 divides the introduced torque on the two side shafts (not shown) for driving an associated vehicle wheel serve. The motor shaft 56 is designed as a hollow shaft and rotatably supported by bearings 58, 58 'in the housing 57 about a rotation axis A. A drive wheel 10 (first gearwheel) is non-rotatably connected to the drive shaft 56, in particular designed in one piece therewith. An output gear 13 (second gear) is rotatably fixedly connected to the input part 14 of the gearbox 8, which is designed as a rotatably driven housing. The transmission 8 is designed in terms of structure and operation as in the Ausfüh approximately examples according to Figures 1 to 5, the description thereof is made reference. There are a crown gear assembly 4, a first clutch 43 and a second clutch 44 for setting various switching states of the Kro nenradanordnung 4 is provided. In the present embodiment, the clutches 43, 44 are arranged spatially separated from each other. The Kronenradan Regulation 4 includes a first crown gear 19, the housing with the rotationally driven Ge 14 is rotatably connected and serves as an input part, a second crown wheel 20, which is arranged coaxially with the first crown gear 19 rotatably, a plurality of end wheels 22, with the first crown gear 19 and the second crown gear 20 are serrated engagement in Ver, and a support member 23 on which the spur gears 22 are rotatably mounted. The carrier element 23 has a hub, via which it is non-rotatably connected to an intermediate shaft 58, as well as radially outwardly erstre ckende pins from the hub, on each of which an associated spur gear 22 is rotatably mounted. The intermediate shaft 58 drives via a gear pair 59, 60 to the clutch basket 26 of the dual clutch unit 9.

The second crown gear 20 is rotatably connected to a support shaft 62 which extends through a longitudinal bore of the intermediate shaft 58 therethrough. The support shaft 62 is by means of the first clutch 43 selectively rotatably coupled to a housing part 17 be coupled as of this decoupled. The first clutch 43 is designed in this Ausfüh tion form as in particular lockable one-way clutch, which rotatably supports the support shaft 62 in a first rotational direction relative to the housing part 17 and releases in an opposite second direction of rotation relative to the housing part 17, so that the support shaft 62 can rotate freely ,

The second clutch 44 is disposed in the power path between the first crown gear 19 and the support member 23 to selectively couple or separate the two said elements from one another. In the present case, the clutch 44 is designed as a friction clutch, so that a gear shift from the first to the second gear is possible under load. Specifically, it is provided that a first coupling part 39, are rotatably disposed on the first fins, is fixedly connected to the rotationally driven housing 14, or designed in one piece with this. The second coupling part 74 is rotatably connected to the intermediate shaft 58, which is connected to the support element 23 rotatably wiede rum. By this configuration, by closing the second clutch 44, the first crown gear 19 can be connected to transmis torque transmission with the support member 23, wherein the ge called components, first crown gear 19, support member 23 and second crown wheel 20 in the fully closed state of the clutch 44 s Bloc around the axis of rotation B.

For actuating the friction clutch 44, an actuator 41 is provided, which is controllable by means of a control unit (not shown), so that the transmissible torque from the disk pack is variably adjustable. The actuator 41 is presently designed as a hydraulic actuator, without being limited thereto, and includes egg NEN hydraulic piston 75 which is received axially movable outside of the rotatably driven housing 14 in a stationary housing part adjacent thereto. The piston 75 cooperates with a power transmission member 76 to transmit an Axi alkraft on the disk set of the clutch 44. The power transmission member 76 rotates together with the rotatable housing 14 and is rotatably supported relative to the annular piston 75 by means of a thrust bearing 78. The power transmission member 76 has a disc-shaped base body, from which a plurality of actuators 77 extend in the axial direction. The actuators 77 extend through apertures in the rotatable housing 14 and axially engage the disk pack to close the coupling 44.

A first switching position of the gearbox 8 is realized by opening the second hitch be 44. In this switching position, the three members (19, 20, 23) of the Kro nenradanordnung 4 rotate freely against each other, wherein a in a first direction of rotation of the first crown gear 19 introduced torque to the second crown gear 20 causes a torque in the opposite second direction of rotation. In this case, the freewheeling clutch 43 is designed so that the torque acting in the second direction of rotation on the second Kro 20 torque is supported via the support shaft 62 on the housing 17 in rotation. In this switching position, which can also be referred to as Ankoppel mode of the first clutch 43, the second crown gear 20 is correspondingly quiet, so that the support member 23 with respect to the first crown gear 19 half Speed is rotated about the rotation axis B. The transmission ratio between input part 19 and output part 23 is corresponding to two.

A second switching position of the gearbox 8 is realized by closing the second clutch 44. In this case, the first crown wheel 19 is indirectly coupled via the coupling part 74 and the intermediate shaft 58 to the carrier element 23 connected thereto for transmitting a torque. In this second switching position, which can also be referred to as Ankoppel mode of the second clutch 44 rotate the rotatably driven housing 14, the first crown gear 19, the second crown gear 20, the support member 23 and the pivotally connected thereto intermediate shaft 58 ge together to the As a result, there is no translation through the crown wheel assembly 4, that is, the gear ratio of the gearbox 8 is one. By opening both clutches 43, 44, a neutral position can be adjusted, so that all three members (19, 20, 23) of the crown wheel 4 can rotate freely against each other. In this switching position, which can also be referred to as disconnect mode (disconnect mode), no torque transmission between the double clutch unit 9 and the electric motor 3 takes place.

The intermediate shaft 58 is rotatably supported in the housing 57 via bearings 61, 61 ', 61 "about the second axis of rotation B parallel to the first axis of rotation A. The intermediate shaft 58 is rotatably connected at its input side to the carrier element 23 and comprises on its output side a driven gear 59, which rotatably connected to the intermediate shaft 58 connected, in particular is designed in one piece with this. The driven gear 59 meshes with the ring gear 60 for driving the dual clutch unit 9. The ring gear 60 is fixedly connected to the input part 26 of the dual clutch unit 9 and can be configured as one piece with this example. The output gear 59 of the gear shaft 58 and the ring gear 60 of the clutch input part have helical gears.

The dual-clutch unit 9 has a clutch basket 26 that can be driven in rotation by the transmission shaft 58 as an input part, and two clutch hubs 63, 64 as clutch output parts, to which torque is transmitted via a respective disk set 65, 66 from the clutch basket 22 to the respective clutch hub 63, 64 is transferable. The disk packs 65, 66 each include the clutch basket 26 rotatably and axially movable outer disks and with the respective clutch hub 63, 64 rotatably fixed and axially movable inner disks, which are arranged axially alternately. The two clutches 52, 53 are the same in terms of their construction, in particular their geomet-cal dimensions such as hub outer diameter, hub inner diameter, diameter of the outer and inner disks. The first clutch hub 63 is connected to a first output shaft (not shown) drivingly to bind ver and the second clutch hub 64 with a second output shaft. It is provided that the first drive shaft extends through the hollow shaft 56 of the electric machine 3. The dual clutch unit 9 is arranged coaxially with the electrical machine 3 rule. The clutch basket 26 by means of two Kupplungsla ger 67, 67 'in the housing 57 coaxially to the rotation axis A of the motor shaft 56 rotatably gela siege.

The clutch basket 26 includes a cylinder portion and two hereby connected and this laterally limiting lid portions. The lid portions each have an integrally molded sleeve approach for receiving the respective impaired clutch bearing 67, 67 ', with which the clutch basket 26 is rotatably mounted in the housing 57.

Each of the two clutches 6, 7 is individually actuated by an associated actuator 68, 69. For this purpose, the two actuators 68, 69 are independently controllable by means of a control unit (not shown), so that a first torque transferable from the first disk pack 65 to the first clutch hub 63 and a second torque transferable from the second disk pack 66 to the second clutch hub 64 are independent of each other are variably adjustable. The two actuators 68, 69 are designed to be identical in terms of their structure and operation, which is why both are described below together. The two actuators 68, 69 are each disposed outside of the clutch basket 26 and axially supported on a respective housing part in opposite axial directions. Each clutch 52, 53 is provided with a force transmission element 70, 71 in order to detect a signal transmitted by the actuator. witnessed axial force on the arranged in the clutch basket 26 associated Lamellenpa ket 65, 66 to transmit. The power transmission members 70, 71 include a failed benförmigen body, protrude from the plurality of cams in the axial direction. The two cover sections of the clutch basket 26 each have a plurality of circumferentially distributed axial passage openings through which cams of the associated power transmission member 70, 71 extend therethrough. The force transmission members 70, 71 are rotatably connected via the engaging in the openings of the lid parts cam with the clutch basket 26 so that they rotate together with this about the axis of rotation A. The cams each act on a arranged in the clutch basket 26 pressure plate, which transmits the force to the respective disk set 65, 66. Axially inside the disk packs 65, 66 each supported axially via a support plate 72 against the clutch basket 26.

The actuators 68, 69 are designed in the present case as hydraulically actuatable actuators, it being understood that other forms of actuators such as electromotive or electromagnetic actuators are also possible. To reset the actuators 68, 69 can not be provided here return springs.

Figure 7 shows an inventive transmission 8 in a further embodiment form in an electric drive 2. The manual transmission 8 or the Elektroan 2 correspond largely in terms of design and operation denjeni conditions according to Figure 6, so that reference is made in terms of the similarities to the above descrip tion becomes. The same or corre sponding details are given the same reference numbers as in FIG. 6 or FIGS. 1 to 5.

The only difference is the arrangement of the second clutch 44, which in the present embodiment according to FIG. 7 is arranged directly in the power path between the rotationally drivable housing 14 and the carrier element 23.

Here, the coupling input part 39, are rotatably disposed on the first fins, fixedly connected to the rotatably driven housing 14, respectively designed in one piece with this. The clutch output member 74 is rotatably connected to the Trä gerelement 23 rotatably connected. By closing the second clutch 44, the first crown gear 19, which is connected to the housing 14, connected to the carrier element 23 for transmitting torque. The actuator for actuating the second clutch is constructed as in the embodiment described above.

LIST OF REFERENCE NUMBERS

2 electric drive

3 electric machine

4 crown wheel assembly

5 output shaft

6 output shaft

7 reducer

8 manual transmission

9 drive unit / power split unit

10 first gear

1 1 second gear

12 third gear

13 fourth gear

14 housing

15 storage products

16 storage products

17 stationary housing

18 intermediate shaft

19 first crown wheel

20 second crown wheel

21 coupling part

22 spur gear

23 carrier element

24 hollow shaft

25 belts

26 differential carrier

27 differential wheel

28 side shaft wheel

29 side shaft wheel

31 storage equipment sidewall

thrust

radial bearings

warehouse

thrust washer

support surface

circlip

Clutch input part

hollow shaft

actuator

Clutch assembly first clutch second clutch

disk pack

Clutch input part

Clutch output part

actuator

shift sleeve

friction clutch

actuator

motor shaft

casing

intermediate shaft

gear

Gear, 61 61 bearings

support shaft

clutch 64 clutch hub

65 plate pack

66 plate pack

67 bearings

68 actuator

69 actuator

70 power transmission member

71 power transmission member

72 cams

73 cams

74 coupling part

75 pistons

76 power transmission member

77 actuator

78 thrust bearings

A axis

B axis

C axis

Claims

claims

1. A transmission for a drive train of a motor vehicle, comprising:

a crown wheel assembly (4) with

a first crown wheel (19) which can be driven in rotation by a drive source about a rotation axis (B),

a second crown wheel (20) which is arranged rotatably coaxially with the first crown wheel (19),

a plurality of spur gears (22) which are in meshing engagement with the first crown gear (19) and the second crown gear (20), and

a T rägerelement (23) on which the spur gears (22) are rotatably mounted and which is rotatably driven about the rotational axis (B) to transmit torque to a downstream drive unit (9); a first clutch (43) for selectively drivingly connecting the second crown gear (20) to a stationary member (17), a second clutch (44) for selectively driving one of the first crown gear (19), second crown gear (20) and Carrier element (23) with another one of the first crown gear (19), second crown gear (20) and carrier element (23); wherein in the coupling mode of the first clutch (43) and decoupling mode of the second clutch (44), a first gear ratio (H) between the ERS th crown gear (19) and the carrier element (23) is formed, and wherein in decoupling mode the first clutch (43) and the coupling mode of the second clutch (44), a second transmission ratio (i2) between the first crown gear (19) and the carrier element (23) is formed.

2. Transmission according to claim 1,

characterized in that the first gear ratio (i1) is between 1, 8 and 2.2 and / or that the second gear ratio (i2) carries one be.

3. gearbox according to claim 1 or 2,

characterized in that the first crown gear (19) and the second Kro nenrad (20) have the same mean tooth radius.

4. gearbox according to one of claims 1 to 2,

characterized in that the first crown gear (19) and the second Kro nenrad (20) has a different average gear diameter aufwei sen.

5. Gearbox according to one of claims 1 to 4,

characterized in that the carrier element (23) of the Kronenradan order (4) driven drive unit (9) is a differential gear, the tialausgangsteil a split rotational movement from a differential input part on two different (28, 29) divides. (Figures 1 to 5)

6. gearbox according to claim 5,

characterized in that the crown gear assembly (8) is disposed coaxial to the dif rentialgetriebe, wherein the support member (23) of the Kronenradanord voltage (4) is connected to the differential input part to rotate together with the sem about the rotation axis (B).

7. Gearbox according to one of claims 1 to 6,

characterized,

that the first clutch (43) and the second clutch (44) are designed as positive coupling units (42) and by means of a common Aktua sector (41) are controllable, or

in that the first clutch (43) and the second clutch (44) are designed as a frictional coupling unit (42).

8. gearbox according to one of claims 1 to 7,

characterized,

in that the first crown wheel (19) can be driven to rotate by a drive gear (13) connected thereto, wherein the crown gear arrangement (4) is integrated into the drive gear (13).

9. gearbox according to one of claims 1 to 8,

characterized,

that of the support element (23) of the crown gear assembly (4) driven to drive unit (9) is a double clutch unit, the parts of an introduced Drehbe movement of a coupling input part (26) on two coupling output (63, 64). (Figures 6, 7)

10. Transmission according to claim 9,

characterized,

in that the crown wheel arrangement (4) is arranged offset parallel to the double clutch unit (9), wherein the carrier part (23) of the crown wheel arrangement (4) is non-rotatably connected to an intermediate shaft (58) which rotationally drives the clutch input part (26).

1 1. Manual transmission according to claim 9 or 10,

characterized,

in that the second crown wheel (20) is non-rotatably connected to a support shaft (62) which extends through a longitudinal bore of the intermediate shaft (58), where the support shaft (62) is selectively fixed to the stationary one by means of the first coupling (43) Component (17) rotatably coupled and from the stationary component (17) can be decoupled.

12. gearbox according to claim 1 1,

characterized,

in that the first clutch (43) is an overrunning clutch which supports the support shaft (62) in a first rotational direction relative to the stationary component and releases in an opposite second direction of rotation relative to the stationary component (17) so that the support shaft (62) turns freely can, wherein the free-running clutch is in particular lockable.

13. Transmission according to one of claims 10 to 12,

characterized,

in that the second clutch (44) is designed to selectively drively connect or disconnect the first crown gear (19) at least indirectly with the carrier part (23).

14. Gearbox according to one of claims 1 to 13,

characterized in that the second clutch (44) is designed as Reiblamellenkupp development.

15. Electric drive for a motor vehicle, comprising:

an electric machine (3) for driving the motor vehicle,

one of the electrical machine (3) in the power path downstream Schaltge gear (8),

a power take-off unit (9) downstream of the transmission (8) in the power path and configured to rotate one of the transmission (8) on two output members (28, 29; 63, 64) for driving a respective side shaft (5, 6) ) to divide

characterized,

that the gearbox (8) is designed according to one of claims 1 to 14, wherein the first crown gear (19) of the gearbox (8) with the electric Ma chine (3) is drivingly connected and the carrier element (23) of the Schaltgetrie bes (2) with an input part of the power split unit (9).

16. Electric drive according to claim 15,

characterized in that in the power path between the electric Ma machine (3) and the crown gear (4), a reduction gear (7) is connected between, one of the electric machine (3) initiated Drehbe movement translated into the slow.